Airplane



Oct. 8, 1929.

Filed Oct. 23, 1925 o. B'. JACOBS ET AL.

AIRPLANE '7 Sheets-Sheet 2 gwuc'ntow Oct. 8, 1929.

o. B. JACOBS ET AL AIRPLANE Filed Oct. 25, 1925 7 Sheets-Sheet 3 Oct. 8, 1929.

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o. B. JACO BS "ET AL 1,730,851

AIRPLANE Filed Oct. 23, 1925 7 Sheefs-Sheet 5 Oct. 8, 1929. o. B. JACOBS ET AL AIRPLANE 7 Sheets-Sheet 6 Filed 001:. 23, 1925 gnuent 014/ arm? Oct. 8, 1929. o. B. JACOBS ET AL AIRPLANE 7 Sheets-Sheet 7 Filed Oct. 23, 1925 grmnznlouzf a and 0.5. 50",

Patented Get. 8, 1929 UNITED STATES PATENT OFFICE AIRPLANE Application filed October 23, 1925. Serial No. 64,407.

This invention relates to an airship and l more particularly to the heavier-than-air type.

In addition to generally improving craft of this nature, it is specifically aimed to pro vide a construction which may ascend in a straight line, that is substantially truly vertical, especially where space is restricted or limited, as off the deck of a ship.

Another object is to provide a structure attaining the end stated by means of a novel air-deflector plate, movable into and out of operative position so that theadvantages of the device may be realized, or the same operated like a usual flying machine if desired.

Another object is to provide a means on the fuselage and also on the main planes if de-- sired, adapted to be subjected to the buoying of the air and of the exhaust of the prime mover, if desired, under appropriate valve control. I

A further object is to provide a novel rudder means in connection with the improvements, especially at the front and coacting with the air-deflector plate.

A further object is to provide an extremely flexible control for the various movable parts, some being adapted for joint and individual control as preferred, and for hand or foot operation, all as hereinafter specifically de scribed. 4

Various additional objects and advantages will become apparent to those skilled in the art from a consideration of the description following, taken in connection with the accoinpanying drawings, illustrating preferred embodiments, but from which no limitations are to be preferred, since they are illustrations and it is our intention to disclose and claim the novelty inherent in the invention 'as broad as possible in View of the prior art.

In said drawings Figural, is a side elevation of the airship embodying our invention and partly broken away;

Figure 2, is a broken away;

Figure 3, is a perspective view of a fragnient of the air deflector device;

plan view thereof but partly trol certain of the Figure 4, is a section taken on the line 4-4 of Figure 1; v

Figure 5, is a plan view of the machine;

Figure 6, is a front elevation of the machine;

Figure 7 is a diagrammatic perspective view to disclose the connections and operation of the main control;

Figure 8, is a fragmentary View partly in side elevation and partly in section of the main air duct or tunnel;

Figure 9, is a sectional detail taken on the line 99 of Figure 8;

Figure 10, is a fragmentary detail principally in side elevation of the mounting employed for each wheel; Figure 11, is a sectional view taken on the line 11 of Figure 10 Figure 12 is a perspective view illustrating the'air deflector plate diagrammatically in connection with its control and the doors of the cabin;

Figure 13, is a front elevation of the control wheels for the cables or wires which conparts;

Figures 14 and 15 are central vertical sections of the device of Figure 13 and associated parts, each taken at right angles to the other;

Figure 16, is a detail section illustrating means to preventturning of the said wheels;

Figure 17, is an elevation of another control device particularly the one associated with the air deflector plate and the said doors;

Figures 18 and 19, are plan and front elevations respectively, partly broken away of 85 a modified form;

Figure 20, is a side, elevation, partly broken away, of said modified form;

Figure 21, is a section taken on the line 2121 of Figure 18;

Figure 22, is a section taken on the line 22-22 of Figure 21;

Figure 23, is a detail of the connection of the collapsible air deflector plate as employed in the modified form.

Referring specifically to the drawings, the

general arrangement of the cooperating parts is best shown in Figures 1, 2, 5 and 6.

It has a suitable skeleton framework 10, which mounts aprimemover preferably in the nature of an internal combustion engine The fuselage comprises a cabin 1% carried by said body or frame 10, adapted to house hood 17, which is open at the front, extends the operator, who may enter and leave through a way covered by a conventional door 15, as in the side, as shown in Figure 2. From the front wall16 of the said cabin, a

forwardly at the side and top and said hood has an extension 18 disposed over the propeller 12. Said hood 17 is generally of funv nel shape as shown,'and at its forwardly extremity and centrally thereof, anrauxiliary or front rudder 19 is mounted to move on avertical axis afforded by a depending rod 20.

The main plane of the apparatus is designated 21 (see Figures 5 and 6) and a portion thereof forms the top of the hood 17. Outwardly of the hood the plane along its under surface has longitudinally extending ducts or buoy chambers 22, into which air is adapted to enter through ports 23 on their inner ends located within and at the sides of the hood 17 and controlled as to extent of opening by slide plates 24% (Figures 1 and 7) whose operation and control will be later referred to. Relativeiy smallports 25,'(Fig. 5) are provided through the outer ends of the chambers 22, and plane 21 which permit the con-' tinuous escape of air from said chambers but v in a quantity considerably less than said chambers receive air through ports 23, so as to maintain a quantity of air in each chamher at all times during operation, for its buoyant and stabilizing effect.

- Suitably mounted within the hood 17 is an airdefiector plate 26, preferably arcuate with respect to axes arranged at right angle to each other as will be apparent from joint consideration of Figuresl and 6, so as to be in effect a hollow square. Said plate 26 (Figures 3 and 1) has reinforcing slats 27 secured to the outer surface thereof on which rods 28 are journalled in bearings 29. Said rods have heads or rollers 30 at their ends. Arcuate plates 31 are fastened to the sides of hood 17 and have spaced arcuate strips 32 fastened thereto to form tracks having spaces 33 accommodating said rollers 30. Saidrollers also reinforce thesides of the hood and adjacent parts against lateral distortion clue to ari pressure through the overlapping engagement with strips 33. Said plate 26 has arcuate side bars 3 1 to which" ribs35 are fastened and which radiate from a hub 36 journalled on a shaft or red 37 suitably mounted on the frame 10 and arranged longitudinally under and with respectto the main plane 21. Gaskets 34 of leathegrubber or the like, are secured to bars the both being trained over suitable guide pulleys 13 fastened at. appropriate locations on the frame 10. "iSaid wires are fastened to a pulley 44, carried by shaft 45, having a worm wheel 16 thereon in mesh with a worm wheel 47 carried by a vertical operating shaft 48 journalled in a bearing {19 and a sleeve 50. Like shaft 45, a shaft 51 parallel thereto may be journalled in bearing 19 and in bearing 52 and carries two pulleys 53 .to which wires 54 and 55 fastened respectively above and below the pivots 39 and to the doors have their ends fastened. Shaft 48 may be rocked in either direction to thereby determine the direction of movement of the deflector 26 and the doors 38, by means of a crank handle 56, which may be secured by an adjustable pin 57 of a hearing 58, in normal position.

The frame or body 10, carries a centrally and longitudinally disposed duct or tunnel 59 which has its front and rear end portions offset with respect to each other as shown in Figure 2. The forward end of duct 59 extends through and in advance of wall 16 and within hood 17 is open at the top as at 60 to receive air deflected and compressed by the plate 26.

'Also connected with the forward end of the duct 21 is a pipe 61 branching from the exhaust pipe 13, so that instead of the exhaust gases being discharged towards the ground they may be shunted through the pipe 61 to the duct 59 to increase the buoyancy of the apparatus and also to cause the duct 59 to serve as a radiator for the cabin 1 1. At the junction of pipes 13 and 61 a casing 62 is provided in whicha valve 63 is mounted on a horizontal axis or rod 64 to which a crank 65 is fastened and from which a rod 66 is pivoted thereto leads to a pedal 67 to which it is also pivoted. Pedal 67 is pivoted at 68 to the frame within the cabin, within convenient reach of the. operator, who may at intervals place a foot thereon to control the course of having expansive springs 72, located in the split to expand the valve to insure an air tight fit thereof with the interior wall of the duct. Valve 71 is adapted to be drawn forwardly to completely expose port 69 to release all air from the duct 59'rapidly and with a gush which it is adapted to be pushed or pulled rearwardly so that a port 73 may registerto the desired extent with port 70 to release the air more gradually. An arm 74 extends laterally from valve 71 through a longitudiually elongated slot 75 .in duct 59. Connected to arm 7 4 is a wire 76 trained over suitable directional pulleys 77 on the duct 59, the ends of which are respectively connected to a suitably controlled lever 78, at the operators position above and below its axis on a sleeve 79.

A lever 80 also at the operators position and pivoted on a sleeve 79 and under suitable control. has wires 81 and 82 fastened thereto respectively above and below its axis which are also connected to a' crank 83 rigid at one end of a rock shaft 84 which has a similar crank, 83 at the opposite end. Elevating planes 86 are suitably mounted at the rear end of the machine and have studs-87 at the opposite sides thereof to which wires 88 are fastened and which extend from the cranks 83 and 85 so that actuation of the lever 80 will move the elevating planes 86 in the appropriate direction.

Pulleys 98 and 103 n1ay be locked against movement by levers 115, pivoted at 116 with in the standards 95 and having grips 117 projecting exteriorly thereof through suitable enlarged slots 118. Said levers 115 engage notches 119 in a peripheral flange of each pulley and may be held in locked or unlocked position by the engagement of a lug 120 thereon, selectively engageable with notches or depressions 121 ofretaining springs 122 fastened within and to the standards.

Before and aft the machine is equipped with a pair of ground wheels 123. Said wheels are journalled on axles 124, carried by bars 125 bifurcated at each end and straddling and being vertically slidable on uprights 125, fastened to frame 10.

Links 127 are pivoted to bars 125 and to an adjacent upright 126, while links 128 are pivoted to axle 124 and at their upper ends are connected by a roller 129 which is disposed for movement in a way, 130, between adjacent uprights 126. Bars 125 move upwardly against the tension of springs 131 engaging said bars and fastened to the dust covers or shield 132 arranged in front of the wheels and fastend to frame 10. Bars 125 on downward movement are cushioned by springs 131.

Frame 10 adjacent the wheels 123 also carries fixed runners 133, to arrest descent of the machine in landing in case the impact is such" as to elevate the wheels 123 higher than said runners 133. v

Presuming the machine is about to ascend,

pinge upon the air, crank 56 is turned so as to turn shaft 48 and pulley 44, thereby shifting cables 41 and 42 which lowers the deflector into the position of Figure 1, the deflector swinging'from the shaft 37. As a result, with the engine 11 in motion, the deflector 26 so impinges upon the air as to deflect the same downwardly and vertically, which imparts an upward thrust to the machine and causes it to ascend in a straight line or truly. vertical, which is very advantageous in a restricted area as on the deck of a ship. At the same time the deflected and consequently compressed air enters the chamber 22 through the ports 23 under control of valves 24, subject to operation of wheel 102 slowly escaping through the ports 25 in small quantities. much less than the extent they are capable of being filled. Also a portion of the air enters the duct 59 through opening 60 escaping from the duct under control of valve 71, which is subject to-operation of the lever'78 and the connected cables. In this way, the main plane is buoyed as is also the fuselage or body stabilized or buoyed. The duct may also be further stabilized or buoyed by reception of exhaust gases from the engine 11, through pipes 13 and 61, which gases also serve to heat the cabin. When the machine has ascended, the crank 56 may be manipulated to dispose the deflector in normal position, which enables the machine to advance instead of restricting it to vertical flight.

When advancing, the doors 38 are opened so that the machine will not form an undue abutment for the air, through the manipulation of said crank 56, shaft 48, pulleys 52 and connected cables. Said doors are therefore movable simultaneously with and in proportion to the position of deflector 26.

Referring now to the modified form of Figures 18 to 23, the improvements are shown as preferably applied to a biplane.

The steering and control maygenerally be the same as in the preceding form or any preferred form. Under the upper plane 200 and midway of the front, an air deflector 201 is' provided for the same purpose as deflector 26 in the preceding form. This deflector has a flexible covering 203, of a mate rial impervious to air, carried by bows 204 pivoted together at their ends at 205. Ducts 206 are provided with portions 207 fastened under plane 200, having slow escape valves 208, at their ends, functioning similarly to ports 25.

rearwardly curving portions, 209, which communicate with a duct or chamber 210 provided within the fuselage, 211. Portions 209 have air-receiving ports 212.. Said portions i the exhaust manifold of engine 214 may lead to the atmosphere at 216 or through branch 217 to chamber 210. Air is forced into said pipe 215 through an open chamber 218 and at the rear thereof a valve 219 similar to that in construction and purpose as 63. With particular reference to Figure 22, it will be noted that therear of the portions'209 are gro0ved; and provided with overhanging flanges 220,,

providing ways 221, divided by a rail 222.

Thus tracks for the collapsible deflector 201 are provided and suitable brackets 223.8153 fastened to the latter. Said brackets havedi? verging arms 224, on which wheels 225 re" journalled and which are disposed and travel;

in the ways 221. A suitable valve to function similarly to that of 71, in connection with ports 69 and 70, is provided in this form at 226.

Various changes may be resorted to within the spirit and scope of the invention.

We claim as our invention 1. An airship having a hood at the front thereof, means within the hood to impinge upon the air to deflect the same downwardly and substantially vertically to assist in ver tical flight, said means being normally in an inoperative position, comprising tracks, a curved deflector plate movable along the tracks, and means pivotally mounting said plate and means to actuate the last mentioned means. 1

2.- An airship having a, chamber open at the front and substantially closed at the rear, means within said chamber for impingement with the air to deflect the same directly toward the ground, tracks in said chamber, said means having a plate slidable on said tracks,

a rock shaft, ribs radiating from said rock shaft to said plate, and means to operate the rock shaft. a

3. airship having a chamber open at the front ahd..;substantially closed at the rear, means within said chamber for impingement with the air to deflect the same directly toward the ground, comprising a plate, track means forsaid plate, rods on saidplate extending beyond the same and engaging said track means. i

1-. An airship having a chamber open at the front and substantially closed at the rear, means within said chamber for impingement with the air to deflect the same directly toward the ground, comprising a curved plate, plates in the said chamber, spaced strips on said end plates providing spaces between them, side bars on said curved plate, means of ai bars and engaging certain of said strips.

5. An airship having a plane, chambers therein, meansto downwardly deflect and,

compress air between said chambers, means for entrance of compressed air into the chamhers, and ports in said chambers for outlet r in a less quantity than that of its capacity of reception. L v

6. 'An airship having a propeller, an operating motor therefor, and means to discharge the exhaust -therefrom toward the ground to assistinelevation ofthe machine, a duct disposed longitudinally of the machine, and

valved communication means between the first mentioned means and said duct.

{7. An airship having a propeller, an oper "ating motor therefor, and means to discharge the exhaust therefrom toward the ground to assist in elevation of the machine, a duct dis- 1 posed longitudinally of the machine, valved communication means between the first mentioned means and said duct, and foot controlled means to actuate the valve, and a valve outlet for said duct.

8. An airship having a longitudinally disposed duct adapted to receive and hold air, means adjacent the front of the machine to deflect air into said duct, and means controlling the outlet of air from said duct to constantly release air in less quantity than received therein.

9. An airshiphaving a longitudinally disposed duct adapted to receive and hold air,

means adjacent the front of the machine to deflect air into said duct, said duct having disaligned outlet passages, a cylindrical valve coacting with said passages, a port in said valve to register with one of the said passages.

10. An airship having a longitudinally disposed duct adapted to receive and hold air, means adjacent the front of the machine to deflect air into said duct, said duct having disaligned outlet passages, a cylindrical valve coacting with said passages, a port in said.

valve to register with one of the said passages, said valve being expansible, a spring to urge expansion thereof, said duct having an elon gated slot and an operating element for the valve extending through said slot.

11. An airship having a longitudinally disposed duct adapted to receive and hold air,

means adjacent the front of the machine to deflect the air into said duct, said duct having disaligned outlet passages, a cylindrical valve coacting with said passages, a port in said valve to register with, one of the said passages, said valve being expansible, a spring to urge expansion thereof, said duct having an elongated slot and an operating element for the valve extending through said slot,

flexible control means engaging said operating element, and guide members for the flexible control means located on said duct.

12. A machine of the class described, having a plane provided with chambers to receive air, the inlets for said chambers comprising lates, valve plates slidable over said plates, 0th sets of plates having ooacting parts therethrough, flexible elements to control the movement of the valve plates, means to actuate said elements, and guide members on the machine for said elements.

13. An airship having a hood at the front thereof, means within the hood to impinge upon the air to deflect the same downwardly and substantially vertically to assist in vertical flight, said means being normally in' an inoperative position, door means for the hood, mechanism for opening the door means simultaneously with and in proportion to the movement of the first mentioned means.

In testimony whereof we afiix our signatures. v

OLAUS B. JACOBS. VIDING O. JACOBS. 

